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THE TRANSIT Navigation Satellite System By Thomas A.Stansell STATUS THEORY PERFORMANCE APPLICATIONS ©MAGNAVOX GOVERNMENT AND INDUSTRIAL ECTRONICSCOMPANY 1978 R-5933A / JUNE, 1983 / PRINTED IN u.S.~. TABLE OF. CONTENTS Page 1.0 INTRODUCTION AND SUMMARY 1 2.0 TRANSIT SYSTEM DESCRIPTION 3 3.0 TRANSIT APPLICATIONS. 11 3.1 Product Trends . 11 3.2 General Navigation 13 3.3 Oceanographic Exploration. 15 3.4 Geophysical Survey. 16 3.4.1 Background. 16 3.4.2 The Need for Integration. 17 3.4.3 Doppler Sonar and Gyrocompass. 17 3.4.4 Radio Navigation Aids. 19 3.4.5 Acoustic Transponders 20 3.4.6 Integrated Navigation System Functions 21 3.5 Fixed Point Positioning 22 3.5.1 Applications 22 3.5.2 Computational Techniques . 22 3.5.3 Equipment 24 3.5.4 Point Positioning. 26 3.5.5 Translocation Accuracy 30 3.6 Military Applications 33 4.0 TRANSIT STATUS AND VITALITY. 35 4.1 History and Future . 35 4.2 System Reliability and Availability. 36 4.3 New Generation of Satellites 37 4.4 Expanding User Base 39 4.5 Investment in Transit Navigation Equipment 41 4.6 Cost of Transit System Operation 42 4.7 Improvement in Orbital Coverage 42 4.8 Summary. 48 iii TABLE OF CONTENTS (Continued) Page 5.0 THE POSITION FIX TECHNIQUE ... 49 5.1 The Satellite Signals ....... 49 5.2 Interpretation of Satellite Message . 50 5.3 The Doppler Measurement . 55 5.4 Computing the Fix .... 59 5.5 Accounting for Motion ...... 62 6.0 ACCURACY CONSIDERATIONS 63 6.1 Static System Errors .... 63 6.1.1 Refraction Errors. 64 6.1.2 Altitude Error. 67 6.2 Accuracy Underway 70 6.3 Velocity Solution 72 6.4 Reference Datum. 74 7.0 CONCLUSiON..... 79 SELECTED REFERENCES .. 81 iv I LIST OF ILLUSTRATIONS Figure Page Physical Configuration of Transit Satellites . 3 2 Transit Satellites Form a IIBirdcage" of Circular, Polar Orbits About 1075 km Above the Earth 4 3 Mean Time Between Position Fixes as a Function of Latitude with the 5 Transit Satell ites Operational in mid-1978 . 6 4 Schematic Overview of the Transit Navigation Satellite System 7 5 Geometry of a Satellite Pass 8 6 Typical Dual-Channel Satellite Position Fix Results. a/- • 9 7 Approximate Satellite Position Fix Error as a Function of Unknown Velocity Magnitude. 10 8 Dead Reckoning Error is Corrected by Each Satellite Position Fix Update 10 9 Evolution of Magnavox Transit Receiver Technology. 12 10 Evolution of Magnavox Single-Channel Satellite Navigation Equipment. 13 11 Magnavox Satellite Navigator MX 1102 14 12 Typical Dual-Channel Equipment Used for Oceanographic Exploration. 15 13 Magnavox MX 1107 Dual-Channel Satellite Navigator and Printer 16 14 Typical Integrated Navigation System Components 18 v LIST OF ILLUSTRATIONSl (Continued) Figure Page 15 Integrated System Error as a Function of Time Since the Last Satellite Fix Update. 19 16 Original AN/PRR-14 Geoceiver 23 17 Magnavox MX 1502 Satellite Surveyor 25 18 3-D Point Positioning Convergence (62 MX 1502 Satellite Passes) 27 19 3-D Point Positioning Results 28 20 4-Pass 3-D Translocation Results. 31 21 8-Pass 3-D Translocation Results. 32 22 AN/WRN-5 Military Satellite Navigator 33 23 The 5 Operational Transit Satellites, Launched on the Dates Shown, are Backed by Twelve Reserve Spacecraft at RCA . 36 24 New Generation NOVA Transit Satellite (Previously called TIPS) 38 25 Present Status and Expected Growth in Number of Transit System Users (Provided by the Navy Astronautics Group) 40 26 Growth of Transit User Population Obtained From Data Provided by the Navy Astronautics Group . 41 27 Estimated Investment in Transrt Navigation Equipment (April 1978) 42 28 Cost of Operating the Trpnsit System (Provided by the U.S. Navy, April 1977) . 43 29 Orbital Separation of the Five Operational Transit Satellites and TRANSAT (30110) on March 23, 1978 ., 44 vi LIST OF ILLUSTRATIONS (Continued) Figure Page 30 Cumulative Probability of Waiting Time for the Next Transit Fix With the Five Current Satellites (mid-1978) ......... 45 31 Cumulative Probability of \/Vaiting Time for the Next Transit Fix Assuming TRANSAT Use (mid-1978) ................ 46 32 Mean Time Between Fixes Which Would Occur With and Without TRANSAT During mid-1978. ........ 47 33 Transit Satellite Block Diagram . .... 48 34 Transit Data Phase Modulation .. '. 50 35 Satellite Message Describes Orbital Position. 51 36 Interpretation of the Transit Message Parameters ................ 52 37 u, v, w Satellite Coordinates are Earth- Centered and Aligned with Perigee ....... 52 38 x', y', z' Satellite Coordinates are Earth- Centered with x'in the Equatorial Plane. .... 54 39 X, Y, Z Satellite Coordinates are Earth­ Centered and Earth Fixed ..... 54 40 Each Doppler Count Measures Slant Range Change. .............. 55 41 Relating Latitude and Longitude to Cartesian Coordinates. ............. 61 42 Ionospheric Refraction Stretches Signal Wave­ length Causing Greater Apparent Orbit Curvature. ............. 64 43 Typical Single-Channel Transit Position Fix Results. .............. 65 vii LIST OF ILLUSTRATIONS (Continued) Figure Page 44 Typical Range Measurement Error Due to Trospheric Refraction. .. .. ... 66 45 Effect of Altitude Estimate on Position Fix 67 46 Sensitivity ofSatell ite Fix to Altitude Estimate Error. ........... 68 47 Relationships of Geodetic Surfaces (From NASA Directory of Observation Station Locations, 2nd Ed., Vol. 1, Nov. 1971, Goddard Space Flight Center) ............ 69 48 Geoidal Height Chart Obtained from Model of Earth's Gravity Field. Dimensions are Meters of Mean Sea Level Above the Reference Spheroid .............. 70 49 Effect of a One-Knot Velocity Error on the Position Fix from a 31 0 Satellite Pass. Direction of Velocity Error is Noted Beside Each of the 8 Fix Results. Satellitewas East of Recejver and Heading North 71 50 Sensitivity of Satellite Fix to a One-Knot Velocity North Estimate Error. ........ 72 51 Sensitivity of Satellite Fix to a One-Knot Velocity East Estimate Error ...... 73 52 Development and Relationship of Local and Global Reference Datums ...... .. 75 53 Datum Shift Constants. ....... .. 76, 54 Datum Shift Equations (from References 8 and 13) .............. .77,78 viii CHAPTER 1 INTRODUCTION AND SUMMARY The purpose of this document is to provide an in-depth review of Transit, the Navy Navigation Satellite System, from the user's point of view. After a brief system description, a spectrum of diverse applications is described, ranging from the navigation of fishing boats to guiding submarines. Next, the Transit system status and its vitality are discussed. It becomes clear that the system is exception­ ally reliable and trustworthy, that the use of and the investment in Transit equipment is growing at a remarkable rate, and that the basic system is about to be improved by the addition of a new generation of NOVA satellites. From these indications and the navigation planning initiatives described in Reference 12, this author concludes that Transit will continue to provide a valuable service until at least 1995, after which phase-over to the Global Positioning System is expected to be complete. The second half of this document is devoted to a technical descrip­ tion of the position fix process and of the factors which influence accuracy. The satellite signal structure, the meaning of- the navi­ gation message, and the interpretation of Doppler measurements are covered in detail, followed by an overview of the fix calculation process. Finally, a thorough review of the system accuracy potential and of the factors which determine accuracy performance is given. The Transit system grew, out of the confluence of a vital need with newly available technology. (See Reference 17 for a complete review.) The need was to have accurate position updates for the inertial navigation equipment aboard Polaris submarines. The new space age technology came into being because of Sputnik I, which was launched on October 4, 1957. Drs. William H. Guier and George C. Weiffenbach of the Applied Physics Laboratory of Johns Hopkins University (APL) were intrigued by the substantial Doppler fre­ quency shift of radio signals from this first artificial earth satellite. Their interest led to development of algorithms for determining the entire satellite orbit with careful Doppler Measurements from a single ground tracking station. Based on this success, Drs. Frank T. McClure and Richard B. Kershner, also of APL, suggested that the process could be inverted, i.e., a navigator's position could be deter­ mined with Doppler measurements from a satellite with an accur­ ately known orbit. Because of the confluence of need w,ith available technology, development of Transit was funded in December 1958. Under the leadership of Dr. Kershner, three major tasks were addressed: devel­ opment of appropriate spacecraft, modeling of the earth's gravity field to permit accurate determination of satellite orbits, and development of user equipment to deliver the navigation results. Transit became operational in January of 1964, and it was released for commercial use in July of 1967. The user population has grown rapidly since that date, as detailed in Sections 4.1 and 4.4 of this document, and today commercial users far outnumber government or military users. Of considerable interest is the amazing diversity of applications which will be described in Chapter 3. / 2 CHAPTER 2 TRANSIT SYSTEM DESCRIPTION Figure 1. Physical Configuration of Transit Satellites 3 Figure 2. Transit Satellites Form a "Birdcage" of Circular, Polar Orbits About 1075 km Above the Earth This chapter is a very brief description of the Transit system, per­ mitting the reader to move quickly into a review of system applica­ tions. More detailed system descriptions will be provided in later chapters of this document. The Applied Physics Laboratory of Johns Hopkins University (APL) has played the central role in development of Transit. The original idea was conceived there, most of the actual development was performed there, and APL continues to provide technical support in maintaining and improving the system.
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